Variable speed transmission



Nov. 1, 1938. w. c. BRADEN VARIABLE SPEED TRANSMISSION Filed Nov. 28, 1956 4 Sheets-Sheet l ATTO NEY Nov. 1, 1938. w. c. BRADEN VARIABLE SPEED TRANSMISSION Filed Nov. 28, 1936 4 Shets-Sheet 2 Nov. 1, 1938.

W. C. BRADEN VAR IABLE SPEED TRANSMISSION Filed Nov. 28, 1936 4 Sheets-Sheet s 56 6' 7'4 43 INVENTOR.

Patented Nov.1, 1 938 I 5 274.

un -so STATES PATENT OFFICE VARIABLE SPEED TRANSMISSION William C. Braden, Brooklyn, N. Y., assignor of one-half to Thomas S. Pates, Brooklyn, N. Y.

Application November 28, 1936, Serial No. 113,129

29 Claims. (01. 74-114 This invention relates to a variable speed transthe speed reduction apparatus, to increase the mission adapted for use between a driving and a ratio of speed reduction, at any particular speed driven shaft, more especially where the latter is of the driven shaft, This feature is particularly subject to a heavystarting load or to wide variauseful when the transmission of this invention is 5 tions in load at different speeds, applied to an automobila because it provides for 5 One of the advantages of a transmission acautomatic increase of the ratio of the speed re-. cording to this invention lies in the provision of duction apparatus when increase of load on the means whereby power may be transmitted from driven shaft calls for anjincreased effort from the driving to the driven shaft through a speed e o or, a Permits e O 150 Speed p reduction mechanism which is purely mechanical immediately when this demand is put upon it 10 in its elements and is capable of accommodating and substantially without change in the then exitself to an infinite number of speed ratios, from iSting p d Of IOtatiOH 0f the driven Shaft, n a ratio at which the. driving shaft may rotate without the necessity of awaiting a decrease in at substantially any speed up to its maximum the speed of rotation of the driven shaft .before speed while power is transmitted toe stationary an ease of engine speed can be o effective 15 (or starting) driven shaft to a ratio in which the to produce mo e now I driving and driven shafts rotate at the same A furtheradvantage ofthis invention lies in speed. the provision of means whereby, whenthe speed A further advantage of this invention lies in reduction apparatus is operatively'connected with 201 the provision of means whereby, while the driv= a driven shaft at rest and'arranged to start and ing shaft is rotating at a speed equivalent to that 'drive the same in one direction of rotation when of an idling motor, no power is transmitted to the power is transmitted through it, the driven shaft driven shaft,- but upon increase of the speed of is secured aga st rotation t flpp direcrotation of the driving shaft above that speed tion while it remains'at rest and suchoperative v power is automatically transmitted to the driven connection is maintained. 'Ihis feature is par- 25 shaft through a variable speed reduction apparaticularly useful when the transmission of this tus whose ratio (of speed of driving to driven invention is appl e t0 an u o l While shafts) automatically decreases as the speed of t pe reduction ppa tus s co ected for the driving shaft increases until, when the driven forward movementv to an automobile p pe shaft has reached a predetermined speed of rota- S t at rest, the P p -S is Secured against 30 tion, the speed reduction apparatus is autobackward rotation, and vice versa.- Thus the matically cut out and the driving and driven car is secured against rollingbackward andease shafts are brought into direct connection for of starting on a hill is greatly facilitated, for the rotation at the same speed. transmission itself includes what serves in effect 5 A further advantage of this invention lies in as braking means to prevent roll-back thus mak-v the fact that manual means are provided whereing it unnecessary for the p to to use by the predetermined speed of the driven'shaft, thecar brakes to hold the car while he is applying referred to in the previous paragraph, at which power. a the speed reduction apparatus is automatically Briefly, in the form here shown; this transmis- 40 cut out and direct connection is established, may sion comprises a variable speed reduction ap- 40 be increased at will during operation of the device paratus consisting of rocker shafts and one-way so as to extend upwardly the range of speeds of j clutches with a drive for the rocker shafts conthe driven shaft within which the driving and sisting of an eccentric Whose eccentricity is vari-' driven shafts are connected together through the able under the control of centrifugal means here speed reduction apparatus. This feature of the described. One of the features of this invention 45' invention is particularly useful in case of the apcomprises the means by which this speed'reducplication of this transmission to an automobile, tion apparatus is automatically interposed to when it is desired to keep the car in low speed establish driving connection therethrough beduring acceleration to a speed higher than that at tween the driving and the driven shafts, dependwhich normally the shift would be made to high ing eitherupon the speed of. rotation of the driven 50 p for ex p w accelerating on a n shaft, or u on manually selective means, or both. hill. Another feature comprises means whereby the A further advantage of this invention lies in automatic means establishing the upper limit of the provision of means responsive to increase of speed of the driven shaft at which this speed load' upon the driven shaft, and effective upon reduction apparatus is cut out maybe modified in 55 its operation by manually selective means to raise said upper limit when required. Another feature, relating more particularly to the speed.

reduction apparatus itself and effective when it is in operation, comprises means automatically responsive to an increase of load on the driven shaft ,to increasethe ratio of speed reduction in the known forms of variable speed reduction means and ,the means for control of the same and for cutting the same in and out may take different forms to accomplish thefunctions or purposes here described and claimed.

Referring to the annexed drawings:

Figure '1 is a vertical section through the central axis of the transmission, certain parts of the shafts I1 and I9 and flywheel being shown in elevation.

Figure 2 is a vertical section on the line 2, 2

of Figure 1.

Figure 3 is a vertical section on the line 3, 3 of Figure 1.

Figure 4 is a vertical section of the parts associated with shaft I which are seen in'elevation at the bottom of Figure 3.

Figure 5 is a vertical section on the line 5, 5 of Figure 1..

, Figure 6 is a vertical section on the line 6, 6 of Figure 1.

Figure 7 is a horizontal section on the line 1, 1 of Figures 5 and 6.

Figure 8 is a vertical section on the line 6, 8 of, igure 1.

Figure 9 is a horizontal section, with the bear-' ing l8 removed, on the line 9, 9 of Figure 1.

Figure 10 is a vertical section on the line Ill, III of Figure 9.

Figure 11 shows control ring I I9 and associated parts in their low speed forward position.

Figure 12 shows the same parts in neutral position. v

Figure 13 shows the same parts in reverse position.

Figure 14 shows the same parts in "high speed forward position.

The transmission herein described is adapted to be secured to the casing l0 associated with the usual flywheel secured upon motor shaft l 2 of any type of internal combustion engine. To connect the transmission here disclosed to such flywheel and easing it is only necessary to remove that portion of the flywheel casing which, in the standard motor unit, is secured to the casing II) by bolts in flanges 3 and to connect the transmission here disclosed to the same flanges l3 with appropriate connections to the flywheel hereinafter set forth.

Within a casing l4 having an oil inlet'l5 and an oil drain I6, and longitudinally thereof, are provided two nested shafts. Main shaft i1 is rotatably mounted in a bearing l8 at the rear end casing and supported at its forward end by the flywheel through means hereinafter described. Shaft I1 is axially drilled to receive floating shaft |9 which is free toslide lengthl1, is provided with two annular flanges 20 defining between them an annular channel 2| serving as a guideway for the ends of lugs hereinafter described. Adjacent the annular channel 2| and annular flanges 20 shaft. I9 is provided with splines 22 adapted to engage the splined inner periphery of friction wheel 23 hereafter described. The end 24 of shaft I9 is reduced and enters drilled opening 25 within motor shaft I2, where .it is free to rotate independently -of motor shaft 2 and to move lengthwise thereof within a limited path of movement. The engagement of reduced end 24 with opening 25 serves as a pilot bearing for the forward end of the transmission members hereafter described.

Secured to the face of flywheel II by bolts 26 is an annular driving member 21 having four inwardly turned lugs 28, 29, 30 and 3|. Pivotally secured to each of said'lugs respectively is a finger 32, 33, 34 and 35 whose opposite end trails within the annular channel 2|. The arrangement is such that as shaft l9 moves lengthwise, fingers 32, 33, 34 and 35 are rocked about their respective pivotal mountings adjacent the inner periphery of annular driving member 21 for a purpose hereinafter set forth.

Within annular driving member 21, and secured for rotation therewith, are two friction discs 36 and 31 secured together by pins 38. Pins 38 (see Fig. 3) are several in number and pass through openings in lugs 28, 29, 30 and 3| respectively. Optionally there may be additional lugs 39 providing openings for additional pins 38 securing together the friction discs 36 and 31 at intermediate points around their periphery. The arrangement is such that friction discs 36 and 31 are secured together a fixed distance apart and, moving together as a unit, are adapted to move axially of annular driving member 21, for a purpose described below, and to rotate with annular driving member 21 and therefore with flywheel H. v

Fingers 32, 33, 34 and 35 are provided at each of their lateral edges with protuberances 40, 4| adapted to engage, respectively, friction disc 36 and friction disc 31. The arrangementis such that as fingers 32, 33, 34 and 35 are rocked about their respective pivots the protuberances 40' and 4| of each engage one or the other of friction discs 36 and 31, and thus move said discs axially forward or backward fora purpose hereinafter set forth.

Upon the end of shaft l1, and free to rotate 42 and annular driving member 21 are secured against lengthwise displacement by the slip ring 45, but are free for relative rotation. Friction disc 36 is adapted, when moved backwardly by fingers 32, 33, 34 and 35, to make frictional engagement with one face of friction plate 42 thereby bringing the motor into driving connection with the driven shaft through the speed reduction apparatus hereinafter described.

Upon the splined portion 22 of floating shaft I9 is mounted a friction wheel 23 internally splined at its hub to engage splines 22, and adapted to rotate with floating shaft I9 and to move lengthwise thereof within a limited path of movement. At one end of this path of movement friction wheel 23 is adapted to make frictional engagement with the face of flywheel II. The arrangement is such that friction disc 31 is adapted, when moved forwardly by fingers 32, 33, 34 and 35, to engage friction wheel 23 and to move the latter into frictional engagement with the face of flywheel II, in another position of the apparatus, thereby bringing the motor into direct driving connection with the driven shaft. Secured to friction plate 42 are weights 41 and 48 (see Fig. formed with inwardly projecting arms 49 and 50. Said arms 49 and 58 are provided with radial slots and 52. The heads of bolts 53 and 54, secured in friction plate 42, extend into slots 5| and 52 and serve in part as guides for the weights 41 and 48 when the latter move outwardly under the influence of centrifugal force. Other suitable guides (not shown) may be provided, preferably secured to friction plate 42, so that Weights 41 and 48 may be free to move radially with respect to the axial center of friction plate 42 within a path defined by the length of slots 5| and 52. Arms 49 and 58 are provided-at their inner ends with shoes 55 and 56 curved to seat, when the weights are at their inward position, upon collar 51 rotatably secured upon the boss 43. Collar 51 is provided, at diametrically opposite points with two extending lugs 58 and 59 integral therewith. Links 60 and 6| are pivotally secured respectively to shoes 55 and 56, and to lugs 58 and 59. The arrangement is such that upon outward movement of the weights 41 and 48, collar 51 is rotated in a clockwise direction as seen in Fig. 6, and through collar 51 the centrifugal force of the Weights is equalized and made available for a purpose hereafter set forth.

Springs. 62 and 63 are secured respectively to weights 41 and 48 and are so arranged as to provide resilient opposition to outward movement of the weights under the influence of centrifugal force.

By the means described above, weights 41 and 48, together with their associated mechanism (best seen in Fig. 6) rotate with friction plate 42. Upon increase of speed of rotation of friction plate 42, centrifugal force tends to move weights 41 and 48 outwardly, a movement which is resiliently opposed by the springs 62, 63. The purpose of said outward movement of the weights 41, 48 is to increase the eccentricity of the speed reduction apparatus which will now be described.

Mounted upon boss 43 and secured for rotation therewith (see Fig. 5) is a variable eccentric 64 having a slot 65 engaging the boss 43 and adapted to permit eccentric 64 to move in a direction perpendicular to the axis of boss 43 and thus to move from a position concentric with boss 43 (and with shafts 17 and 9) to a position eccentric with respect to the axis thereof, the amount of eccentricity being determined by the length of slot 65. Upon the periphery of cocentric 64 is secured a circular shoe 66 having an outer surface upon which (see Figs. 1 and 7) four bands 61, 68, 69 and are adapted to ride.

These bands are arranged to-ride upon the sun-.7, face of shoe 66 as the latter rotates, and to furnish the means by which reciprocating power is derived from shoe 66 and variable eccentric 64 when the latter have been moved to eccentric position relative to the axis of the central shafts, in a manner-hereinafter described. Bands 61, 68, 69 and 18 are secured upon the rim of shoe 66 in any suitable manner, as by an upstanding flange H and ring 12.

Variable eccentric 64 and shoe 55, associated with weights 41 and 48, are secured together (see Figs. 6 and 7) by bolts 13 and 14 whereby outward movement of the weights 41 and 48 under the influence of centrifugal force, transmitted to shoe 55, moves eccentric 64 from its position concentric to the axis of boss 43 to a position of eccentricity with respect thereto, the amount of such eccentricity depending upon the extent of the outward movement of weights 41 and 48 against the resilient opposition of springs 62 and 63. Accordingly, when power from the motor is transmitted through annular driving member 21 and friction disc 36 to friction plate 42, the position of weights 41 and 48 depends upon the speed of the motor, and the mass of the weights and the tension of the springs is such, in the form of the invention here disclosed, that when the'motor is rotating at what may be called idling speed (say 250 R. P. M.), the strength of springs 62 and 63 will be sufl'icient to retain weights 41 and 48 at their inward position as shown in Fig. 6, and accordingly to secure variable eccentric 64 in its position of concentricity with respect to boss 43 and shafts l1 and |9, but when the speed of rotation of the engine is increased above this speed the relationship between the mass of weights 41 and 48 and the strength of springs 62 and 63 is so arranged as to permit weights 41 and 48 to move outwardly under the influence of centrifugal force until at a desired engine speed they have reached the most outward position permitted by theeng-agement of pins 53 and 54 with slots 5| and 52. At the latter position the eccentricity of the variable eccentric 64 is at its maximum.

Formed integral with each of bands 61, 68, 69 and 18, is, respectively, a projecting arm 15, 16, 11 and 18 (see Fig. 5). The end of each of these arms is divided to provide a pivot pin 19 to which is pivotally secured lever 88 secured respectively to each of four rocker shafts 8|, 82, 83 and 84 suitably journaled adjacent the casing I4. The arrangement is such that each of arms 15, 16, 11 and 18 is associated respectively with rocker shafts 8|, 82, 83 and 84. When eccentric 64 is in a position of concentricity with respect to the central shafts, no motion is transmitted to the rocker shafts, but when under the'influence of weights 41 and 48 eccentric 64 is moved to a position more or less eccentric with respect to the central shafts, bands 61, 68, 69 and 18 will ride upon the surface of shoe 66 and be carried about in a circular path. Bands 61, 68, 69 and 10 are prevented from rotating by the connection of their respective arms 15, 16, 11 and 18 with the levers of the rocker shafts tohwhich they are respectively secured. Accordingly, as eccentric 64 rotates in a path which is more or less eccentric with respect to the central shafts the levers 86 will be moved back and forth through an arc whose length depends upon the extent of the eccentricity of the variable eccentric 64. By the means disclosed the rotating power derived from the engine is converted into oscillatory rotation of the rocker shaft 8|, 82,

83 and 84. By varying the eccentricity of eccentric 64 the speed ratio between driving and driven shafts may be varied, and this eccentricity, as described above, is under the control of weights 41 and 48.

Mounted upon shaft I1, but free for rotation with respect thereto, are drums'85 and 86 (see Fig. I). Said drums 85 and 86 are secured against longitudinal movement with respect to shaft I1 by rings 81 and 88 secured upon shaft I1 in any suitable manner and fitting within recesses in the inner periphery of drums 85 and 86.

Upon the smooth outer periphery of drum 85 are mounted four'oscillating one-way clutches 89,- 98, 9| and 92 having roller pawls 93 (see Fig. 2) which engages the smooth outer periphery of drum 85 when said clutches are rotated in one direction and which run free when said clutches are rotated in the other direction. However, it will be understood that any other suitable one-way clutch may be used in the combination here disclosed and claimed. The four clutches 89, 98, 9| and 92 are secured upon the surface of drum 85 by suitable annular end plates 94 and 95.

Drum 86 is similarly provided with four oscillating one-way clutches having roller pawls secured in place by end plates, the arrangement being the same as with respect to drum 85, and therefore the description is not here repeated, except that the clutches face in the opposite direction. I

Levers 96, 91, 98 and 99 (see Fig. 2) are secured respectively to-each of rocker shafts 8|, 82. 83 and 84 and are adapted to swing about the axis of said rocker shafts as a center as said rocker shafts oscillate. Each of levers 96, 91, 98 and 99 is provided at its outward end with a pivot pin I88 furnishing pivotal connection for links I8I, I82, I83 and I84, respectively. Said links, in turn, are pivotally connected to arms I85, I86, I81 and I88 formed integral with clutches 9|, 89, 92 and 98 respectively. The arrangement is such that oscillatory motion of the rocker shafts 8|, 82, 83 and 84 will be transmitted through the several levers and arms mentioned to the four clutches respectively, and will cause said clutches to oscillate within a short are of rotation upon the outer periphery of drum 85."

.be here repeated. There is, however, this difference in the two groups of clutches: the clutches associated with drum 85 have their roller p'awlEfacing in one direction; those associated with the drum 86 have their roller pawls facing in the opposite direction. Accordingly, drum 85 is caused to rotate in one direction, and drum86 is caused to rotate in the opposite direction. In the form of transmission here shown it is intended that drum 85 shall be used for reverse" drive, and drum 86 shall be used for forward drive. It will be noted that bothof drums 85 and" are free to rotate upon shaft I1.

For convenience in disclosure, there has been described above a transmission including four bands 61, 68, 69 and 18, four rocker shafts 8|,

the reverse drum 85 and four similar clutches on the forward drum 88. It will be understood, however, that the number of such interconnected series of bands, rocker shafts and clutches may be either more or less than four as here shown. Where required, for example, five or six or more of such series may be employed as, for example, where the amount of power to be transmitted is large.

The means for bringing either of drums 85 or 86 into driving connection with shaft I1 will now be described. Upon shaft I1, and positioned between drums 85 and 86 is ring I89, secured for rotation with shaft I1 by pin I I8 passing through ring I89, through slots III, H2 in the walls of shaft I1 and through a hole bored diametrically through floating shaft I9. The arrangement is such that ring I89 and floating shaft I9 are secured together both for rotation and longitudinal movement, and both are adapted to slide longitudinally of shaft I1 to the extent permitted by the length of slots III, 2 through which pin-H8 passes.

Pivotally secured to ring I89 are a series of pawls 3 adapted to engage splines 4 formed upon the inner periphery of an extending annular portion I I5 of drum 85. Pawls I I3 are secured upon their respective pivots, and are provided in s'ufiicient numbers around the periphery of ring I 88, to serve as the connecting link through which power may be transmitted from drum 85 to ring I89 (and thus to shaft I1) when pawls II3 are brought into engagement with splines 4 by means hereinafter described.

A second series of pawls 6 are pivotally secured to. ring I89 at the opposite end thereof and areadapted to engage splines II'I formed upon the inner periphery of annular portion 8 of drum 86. As these pawls are in many respects similar to the pawls H3, the detailed description will not be repeated here. The arrangement is such that when .pawls ||6 engage splines II1, drum 86 and ring I89 are secured for rotation together and thus power delivered to drum 86 may be transmitted through ring I89 to shaft I1.

Upon ring I89 is mounted control ring 9 provided on its outer periphery with a groove I28. Control ring I I9 is adapted to slide longitudinally with respect to ring I89 under manual control. This'manual control may comprise any suitable means,,for example, yoke |2I secured to shaft I22 leading out through the casing I4 and connected by lever I23 and rod I24 to a suitable hand lever.

Referring more particularly to Figs. 11, 12, 13 and 14,pawls II6 are provided with upwardly extending cam surfaces |25,and pawls 3 provided with upwardly extending cam surfaces I26. Each of said pawls H3 and H6 is provided with a suitable spring I211), |28b urging said' pawl outwardly from the axial center of the shaft and at certain times effective to bring. about engagement between said pawls and their respective cooperating splines; Control ring I I9 is adapted to engage either or both of said 'cam surfaces I25 and I 26, and thus to depress either or both of the series of pawls H3 and I I6.

' The arrangement is such that when the ring |89|is in its rearward position' (as seen in Figs. 11, 12 and 13)the position, as hereinafter set forth, which it assumes when the speed of rotation of the driven shaft is less than a predetermined speedpawls II6 will bein a position to engage splines II 1 under the influence. of springs |28b control ring I I9 is in its extreme forward position (Fig. 11) it is out of engagement with cam surfaces I25 but it is engagement with cam surfaces I26. Accordingly pawls I I6 move outwardly under the influence of springs I28!) and make engagement with splines II1, thereby establishing a driving connection between drum 86 and ring I09. At this position pawls II3 are depressed by engagement of control ring II9 with cam surfaces I26 and are out of engagement with splines II4. It will beremembered that drum 86 transmits forward power on a speed reduction basis. Accordingly in the position of the parts here described, and shown in Fig. 11, the apparatusis adapted to transmit forward power to the driven shaft through the speed reduction apparatus.

When control ring H9 is moved rearwardly to its center position (Fig. 12) it is adapted to engage both with cam surfaces -I 25 and cam surfaces I26, thereby depressingboth the pawls H3 and H6. Accordingly," in this position, thereis no engagement between the pawls of either series with their cooperating splines and no operative connection remains between either of drums 85 or 86 and shaft I1. Accordingly, the position here described and shown in Fig. 12 may be described as the neutral position of the apparatus.

When control ring H9 is moved to its extreme rearward position (Fig. 13) it is adapted to be out of engagement with cam surfaces I26 and to remain in engagement with cam surface I25, thereby permitting pawls II3 to move outwardly under the influence of springs I21b. Accordingly pawls II3 are adapted to engage splines II4 associated with drum 85, and thereby to establish a driving connection between drum 85 and shaft I1. As drum 85, because of the facing of its oneway roller clutches, operates in the opposite direction from drum 86, the arrangement here described, and shown in Fig. 13, is adapted to transmit reverse rotation from the engine to the driven shaft through the speed rotation apparatus.

When the speed of rotation of the driven shaft has increased above a predetermined speed, the

floating shaft I9 is 'moved forwardly, by means' hereinafter .described. When this has happened the parts here described assume the position shown in Fig. 14. At this time pin I ID has moved to the forward end of "slot I and accordingly ring I09 has been moved forwardly upon shaft I1 by an equal amount. In this position the ends of pawls I I 3 are moved beyond the ends of splines H4 and engage the smooth inner periphery I21a of annular portion II5 of the drum 85' where they are free to rotate and no operative connection is established between drum 85 and shafts I1 and I9. At the stage here described, and shown in Fig. 14-, power is transmitted from the engine to the driven shaft through the .direct frictional engagement of friction wheel 23 with flywheel II (see Fig. 1), and no power is transmitted to shaft I1 through the speed reduction apparatus. Accordingly, at this stage, there is direct drive between the engine and the driven shaft.

By the apparatus described aneffective means is provided to prevent the car from rolling backward when thespeed reduction apparatus is connected through forward drum 86 .to the driven shaft, i. e., when the control parts are-in the position shown in Figs. 1 or 11, the driven shaft 7 is at rest and the engine shaft I2 'is rotating at idling speed. If, at this time, there should be a tendency for the car to roll backward, the tendency of shaft I1 to rotate backward will be checked by engagement of roller pawls 93 with their respective slots in the one-way clutches. The latter are held against rotation by the rocker shafts which, at this time, are stationary because of the concentricity of bands 61, 68, 69 and 10 with the central axis of the transmission. Thus, until the engine shaft I2 is speeded up above idling speed, the driven shaft is securedagainst backward rotation. Similarly, when thespeed reduction apparatus is connected to the driven shaft through. reverse drum 85, the driven shaft is secured against forward rotation till the engine shaft is speeded up and power is transmitted.

The means by which floating shaft I9 is automatically moved within shaft I1 will now be described. Secured upon shaft H by key I29a, rearwardly of drum 86, is a disc I21, adapted to rotate with shaft I1. Disc I21 is provided at its periphery with a rim I28 and adjacent its center with hub I29. Axial rods I30, I 3I are secured extending between hub I29 and rim I28. Slidably mounted upon said rod are two weights I 32 and I33. Springs I34 and I35 are interposed betweenweights I32 and I33 respectively and the rim I28. The arrangement is such that, as disc .I21 rotates, weights I32 and I33 tend to slide outwardly upon rods I 30 and I3I, and are resiliently opposed in this motion by the compression of springs I34 and I35.

Weights I32 and I33 are respectively pivotally .connected to links I36 and I31 which, in turn, are pivotally connected to collar I38 mounted upon and rotating with, but free to slide longitudinally of, shaft I1. Pin I39 passes through collar I 38 from side to side, penetrating slots I40, I4I inshaft I1 and also penetrating a diametrical bore crosswise through the center of floating shaft I9. The arrangement is such that as shaft I1 increases its speed of rotation, weights I32, I33 tend to move outwardly under the influence of centrifugal force and upon such movement, through links I36, I31, to slide ring I38 forwardly along shaft I1. As collar I38 slides forwardly along shaft I1, it moves floating shaft I9 with it, the extent of movement being limited by the length of slots I40, I4I within which pin I39 moves. The arrangement of the mass of weights I32, I33 and the strength of springs I34, I35 is such that the weights will be maintainedat their inward position during all speeds of rotation of the disc I21 (which rotates with the driven shaft) up to a speed equivalent to that at which it is normally desirable to cut out the speed reduction apparatus and establish a direct driving connection between the engine shaft and the driven .shaft, but such as to permit, when thisspeed is reached or exceeded, the weights I32, I33 to move outwardly under the influence of centrifugal force unless such movement is checked as hereinafter described. 'applied to-an automobile the speed referred to will normally be in the neighborhood of, say, 18 m. p. h.-

The manual means by which the action of weights I32, I33 may be modified will now be described. Mounted upon disc I21 (see Fig. 8), is a cutaway disc I42 having a'nannular rim I 43 engaged upon rim I28 of disc I21. Bolts I44 screw-threadedly secured to disc I21 pass through slots I45 incutaway plate I42. .Bolts I44 are provided with nuts I46 and washers I41 with intermediate resilient means such as a spring I48 to furnish yielding engagement between washer If this transmission is' I I41 and cutaway plate I42. The arrangement is such that cutaway plate I42 may rotate relative to disc I21 through a few degrees of are under the influence of selective control means described below, but except as stated rotates with disc I21 and therefore with shaft I1.

Links I49 are pivotally secured respectively to weights I32 and I33, and, at their opposite ends, are pivotally secured to cutaway plate I42, the angular relation being such (best seen in Fig. 8) that as weights I32, I33 move outwardly under the influence of centrifugal force cutaway plate I42 is caused to rotate relative to disc I21 through a. few degrees of arc, as permitted by the engagement of bolts I44 with slots I45.

Mounted upon the outer periphery of rim I43 of cutaway plate I42 is a brake band I50 provided with manual control means I5I for tightening it at will upon the outer periphery of rim I43. The arrangement is such that as the shaft I1 and disc I21 rotate in a direction corresponding to forward movement of the car counterclockwise as seen in Fig. 8), and the weights I32, I33 tend to overcome the resistance of springs I34, I35 and are about to begin to move outwardly (thereby shifting from "speed reduction to "direct drive), tightening of brake band I50 will tend to prevent the clockwise rotation of cutaway plate I42 relative to disc I21 which such outward movement of the weights would produce, and accordingly the weights may be selectively retained at their inner position while the speed of thedriven shaft increases. In this way it is possible, according to this invention, to delay the shaft from "speed reduction to direct drive until the speed of the driven shaft has increased above the predetermined speed at which, ordinarily, such shift would be automatically effective.

The means will now be described whereby increase of load upon the driven shaft will be automatically effective to change the ratio within the speed reduction apparatus and to increase the same so that, if the load on the driven shaft should increase, the eccentricity of the variable eccentric 64 will be increased automatically tending to increase the ratio of the engine shaft to the driven shaft in order that a greater torque may be transmitted to the driven shaft immediately', and without waiting for a reductionin the speed of rotation of the driven shaft.

.To the rearward end of shaft I1 (see Figs. 1, 9 and 10), is secured collar I52 for rotation therewith. Collar I52 is provided with a recess I53 in its outer periphery for engagement with the bearing I8 secured to casing I4. Collar I52 is providedwith a rearwardly projecting annular rim I54 having its end face formed in a series of angular faces I55. Partly within annular rim I54 is positioned a torque reaction member I56 provided with four longitudinal arcuate slots I51, I58, I59 and I66. Said slots pass entirely through torque reaction member I56, but at approximately their mid-point are reduced in size to provide spring seats I6I. Bolts I62, I63, I64 and I65 threadedly engage collar I52 and extend through said slots I51, I58, I59 and I66 respectively.. Coil springs I66, I61, I68 and I69 are arranged around each of these bolts respectively, are seated upon spring seats I6I, and are secured in place and under substantially heavy compression by nuts I10. Torque reaction member I56 is provided with a shoulder having an angularly formed face "I corresponding to and matching the angularly formed end faces I55 when the parts are in their normal position as shown in Fig. 9.

Torque reaction member splines I12 for the attachment of a shaft to be driven (not shown). Torque reaction member I56 is adapted at all times to rotate with the shaft to be driven but is arranged to slide lengthwise thereof under certain conditions. The cooperating faces I55 and HI are so arranged that normally, and under ordinary operating conditions, the torque reaction member is maintained in seated engagement with annular rim I54 of collar I52, but in the event of any sudden increase of torque, or of any unusual strain tending to cause collar I52 and torque reaction member I56 to rotate relative to each other in either direction, such rotation will cause one of angularly formed faces I55 and HI to slide upon the other resulting in movement of torque reaction member I56 away from collar I52. Such movement is opposed by the compression of springs I 66, I61, I68 and I69, tending to return the torque reaction member to its original position. As the force producing this separation diminishes, torque reaction member I56 will be returned to its original position in seating engagement with annular rim I54. Thus, any undue strain or extra load upon the driven shaft, or the application of a sudden starting torque upon a driven shaft at rest under load, will cause a rearward movement of torque reaction member I56. This rearward movement is utilized, in the present invention, to change the speed reduction ratio in order to enable the motor to operate at higher speed and thus produce more power to overcome the resistance of the load, in the manner and by the means which will now be explained.

. Upon the outer periphery of torque reaction member I56 is a circular channel I13. Engaged therewith are the fingers I14 of a yoke I15 piv-' otally mounted on a fixed bracket I16 and secured to a downwardly extending lever I11. To the end of lever I11 is pivotally secured a push rod I18 which enters casing I4 through a suitable packing I19 and extends to the front end of casing I4 where it is pivotally secured to lever I80.

The means will now be described whereby the eccentricity of variable eccentric 64 may bedecreased as a result of rearward movement of the torque reaction member I56.

Weights 41 and 48 have forwardly projecting portions I8I and I82, respectively. Inthe forward face of each of said portions I8I and I82 is threadedly secured a bolt, said bolts having projecting heads I83, I84. These heads engage respectively in slots I85 and I86 of the reaction ring I81 now to be described.

Mounted upon annular driving member 21, and free for relative rotation with respect thereto, is a reaction ring I81 having two outwardly projecting wings I88 and I 89 (see Fig. 6). .Wings I88 and I89 contain slots I85 and I86 respectively, said slots being formed along the arm ofan outward spiral with respect to the central axis of the transmission. The arrangement is such'that as weights 41 and 48 move outwardly under the influence of centrifugal force, bolt heads I63 and I84, engaging in slots I85 and I86 respectively, will, by reason of the spiral shape of said slots, cause reaction ring I 81 to rotate relative to the position of the weights. For example, as seen in. Fig. 6, outward movement of the weights will cause the wings I88, I 89 of reaction ring I81 to I56 has intemal' ring I81 is positioned a brake band I90 (see Figs.

of the casing, are turned downwardly, to'provide the speed reduction apparatus;

'reaction member I56 to move rearwardly, and through the linkage described will tighten" brake 'speeded up by opening the throttle. Upon the increase of speed of the friction plate 42 with weights 41, 48 secured thereto, the said weights begin to move outwardly, and as they do so they move variable eccentric '64 to a position of eccentricity with respect to the axis of shaft I1. At first this eccentricity will be very small and accordingly the ratio of speed reduction will be rotate in a counterclockwise direction relative to the position of the weights.

Upon the smooth outer periphery of reaction 3 and 4) v supported at its upper end upon stud' I9I which is screw-threadedly secured- ,in diaphragm I92 forming a part of casing I4. The opposing ends of brake band I90, at the bottom opposing ends I93, I94. A shaft I 95 is provided with a reduced end portion I96 extending through holes in the ends I93, I94 and is provided on" its projecting end with-a nut I91 in screw-threaded engagement therewith. Secured to end I94 is cam washer I98 providing a sloping cam surface I99. Lever I is provided .with a boss 200 secured to shaft I95 and provided with a projectionengaging cam surface I99. The opposite end of shaft I95 passes through a suitable packing MI in the wall of the casing I4 and is provided on its outer end with an adjusting nut/202 arranged to permit adjustmentv of the tension on brake band I90.

, The arrangement issuch that movement of lever I80 tending to tighten'brake band I90 re tards the rotation of reaction ring I81 and causes it to move in a clockwise direction relative-to the position of weights 41, 48, as seen in Fig. 6; Because of the angular relation between spiral slots I85, I86 and bolt heads I83, I84, such rotation of reaction ring I81 will cause weights 41 and 48 to a position of eccentricity the rocker shafts 8|, 82. 83 and 84 will commence to rock and power will be delivered through the one-way clutches associated with'drum 86 causing the drum 86 to v rotate in the same direction as the engine. This rotation of drum 86 will be transmitted through pawls I I6 toring I09 and thus through pin IIO toshaft I1.

I crease the weights 41 and 48 will move gradually farther'and farther-out, the reaction ring I81 meanwhile rotating slightly relative to the weights because of, the angular relation of its slots I85, I86 to the bolt heads I83, I84 associated with said, weights. As these weights move outwardly the ratio of speed reduction will be decreased continuously and smoothly, without intransmission where gears are shifted.

When the automobile has reached a predeter-.

mined speed, say I8 miles per hour, evidenced by a corresponding speed of rotation of shaft I1, to move inwardly against centrifugal force. As Weights I32, I33 will, under the influence of cenalr'eady explained, inward movement of these trifugal force, overcome the resistance of springs weights decreases the eccentricity of thevariable' .134, I35 and move outwardly upon their rods I30, eccentric 64 and thereby increases theratio of- I3I. Through links- I36, I31 collar I38 will then 1 be moved forwardly and, because of the pin connection I39 between collar I38 and floating shaft I9, floating shaft I9 will be moved forwardly.

Accordingly, by the means described, [eh crease of load upon the driven shaft, ora-sudden application of power thereto whilethe'fdfi n such forward motion of floating shaft I9 will shaft is at rest under load, will cau's'ejthe torque p fqduc'e two-results: (a) ring I09 which is seband I90 thereby moving 'Weights41"'and .48 -i r'i-- w'R-di'sengaging pawlsjl I6 from splines II1; and (b) wardly and decreasing the eccentricity of the t I h t variable eccentric '64. By this means,,when"sud-'- "i 3 3 their Pivots t us bringing p b ces 4| den load is imposed upon the engine while it is, in n a mentwith r ct on d sc 3 te d to operating through the speed reductionapparatus, move Said friction disc forwardly into fi the ratio of speed reduction is increased to meet ment with friction Whee1.'23 nd, upon further the added load and thereby more torque is transmovement" to move friction Wheel into fric' mitted to the driven shaft to overcome the load p a ement with the surface of flywheel imposed or when attempt is made to start a heavy I I. Since friction wheel is splinedly secured load t rest t speed at which the motor will to floating shaft I9, and the latter through pins begin assume the load is increased H0 and I39 is secured to rotate with shaft I1, a.

The operation of this transmission i as follow direct Connection iS established between Assuming t t t parts are in th position ne shaft I2 and shaft I1 so that the two may shown in Fig. 1, and that the motor shaft I2 is rotate t q thev same t the engagerotating at idling speed, the floating shaft I9 is Plant frlctlon disc 35 With friction plate 4 in its rearward position under the influence ;of 15 termmated' a ne y p wer s no longer springs 1:4 and I35 and the rotative force of the transmitted to tion-plate 42. Thus the speed engine is transmitted through f icti l engagereduction apparatus, comprising friction plate m of friction disc 35 with fri ti l t 41 42 and its associated weights, variable eccentric Because, however, the speed of the engine is low, 64 and its associated bands, the rocker shafts weights 41 and 4a are held at their inward posiand their associated clutches and e tion under the influence of springs 62 and 63 and accordingly variable eccentric 64 remains in its concentric position and rocker shafts 8|, 82 83 and 84 are motionless.

In order to start the car forward, the operator, through manual control mechanism I23, I24, first moves control ring I I9 to its extreme forward position as shown in Figs. 1 and 11. This permits pawls II6 to engage with splines II1 'of forward drum 86. At this time, however, since the rocker shafts are motionless, drum 86 is likewise motionless. In order to start the car, the engine is may come to rest. The direct driving connection continues until the speed of the driven shaft falls below the speed at which springs I 34, I35 are able to overcome the centrifugal force acting uponweights I32, I33 whereupon floating shaft I9 moves rearwardly to its original position and 'a connection between engine and driven shaft through the speed reduction apparatus is once more established.

If, as the car is gaining speed while the engine and driven shaft are connected through the speed As the speed of the car and of the engine 1nterme'diate breaks as in the case of the ordinary high. As soon as variable eccentric 64 has moved for w ardly tothe position shown in Fig. 14, thus fingers. 32, 33,34 and 35 will be rocked forwardly H and-86 are no longer operatively connected and reduction apparatus, the driver wishes to maintain this relationship above the predetermined speed say 18 miles per hour) in which the relationship would automatically change to direct drive, he may prevent this change by manually tightening the brake band I50 whereby,.through links I49, the weights I32, I33 are maintained at their inward position so that they do not move outwardly until the tightening of brake band I58 has been released.

In the event, while the engine is connected to the driven shaft through the speed reduction apparatus, there should be some heavy load upon the driven shaft, the surfaces I55, I'II of annular ring I54 and, torque reaction member I58 will move relative to each other and the torque reaction member I58 will be separated-from its normal seat. Such movement of torque reaction member I58 will be transmitted through linkage including rod I18 to tighten brake band I98 upon reaction ring I81 and thus, by reason of the angular relation between slots I85, I85 and the axis of movement of bolt heads I83, I84, already described, weights 41 and" will be moved inwardly thereby decreasing the eccentricity of the variable eccentric 84 and increasing the ratio of the speed reduction apparatus. If, for example, the

. car should be started on a hill, the means just described would operate to increase the ratio of engine speed to driven shaft speed and would thereby enable the engine to operate at higher relative speed to produce the necessary starting torque. Also, in the event of increase of load upon the driven shaft, sufficient to cause rearward movement of the torque reaction member, the weights 41, 48 would be restricted to an extent sufficient to reduce the eccentricity of the variable eccentric member 84 and thus permit increase of speed of the engine relative to the speed of the driven shaft in order to transmit greater torque to the driven shaft without substantial 1chadnge of speed thereof, to overcome the added Where the phrase infinitely variable speed reducer or equivalent form of expression is used herein, it is intended to refer to a mechanism such as that comprising the variable eccentric 64, the bands 81,- 88, 89 and lliwhich ride thereon, the rocker shafts 8i 82, 83 and 84 actuated thereby, and the one-way clutches associated therewith, which is adapted to transmit power from one shaft to another on a speed reduction basis and to be capable of adjustment so that the speed reduction may be varied to an infinite number of ratios within the available limits in contradistinction to a mechanism such as the standard automobile geartransmission wherein the speed reduction may be varied only between a' limited number of fixed ratios corresponding to certain gear sizes.

I claim:

1. A variable speed transmission comprising, in

combination, a drive shaft, a driven shaft, an

over-running oscillatory clutch adapted to be connected in driving relation with the driven shaft, means associated with the driving shaft for oscillating said clutch including a member adapted to .be rotated when said driving shaft rotates and to bemoved from a position concentric with said driving shaft at which no power is transmitted between said shafts to a position eccentric with respect to said driving shaft at which power is transmitted between said shafts at reduced speed, centrifugal means responsive to rotation of the driving shaft to move said member toward eccentric position as the speed of said driving shaft increases, and centrifugal means responsive to rotation of the driven shaft for disconnecting the drive through said over-running clutch when the speed of rotation of the driven shaft exceeds a predetermined speed.

2. A variable speed transmission comprising, in combination, a drive shaft, a driven shaft, an

over-running oscillatory clutch adapted to be connected in driving relation with the driven shaft, means associated with the driving shaft for oscillating said clutch including a member adapted to be rotated when said driving shaft rotates and to be moved from a position concentric with said driving shaft at which no power is transmitted between said shafts to a position eccentric with respect to said driving shaft at which power is transmitted between said shafts at reduced speed, centrifugal means responsive to rotation of the driving shaft to move said member toward eccentric position when the speed of said driving shaft has increased above a predetermined speed, and centrifugal means responsive to rotation of the driven shaft for disconnecting the drive through said over-running clutch when the speed of rotation of the driven shaft exceeds a centric with said driving shaft at which no power is transmitted between said shafts to a position eccentric with respect to said driving shaft at which power is transmitted between said shafts at reduced speed, opposed resilient means and centrifugal means responsive to rotation of the driving shaft to move said member toward eccentric position when the speed of said driving shaft has increased above a predetermined speed and to return the same toward concentric position when 'said speed has fallen below said predetermined speed, and centrifugal means responsive to rotation of thedriven shaft for disconnecting the drive through said over-running clutch when the speed of rotation of the driven shaftexceeds a predetermined speed.

4. In combination with a speed reduction ap- 5. In adevice for transmitting power, in com- 65 bination, driving, intermediate and driven shafts, variable speed reduction apparatus interposed between the driving shaft and said intermediate shaft, means responsive to the speed of rotation of. said driving shaft for varying the ratio of speed reduction of said apparatus and adapted to tend to decrease said ratio as the speed of said drivingshaft increases, a collar secured for rotation with the intermediate and the driven shafts and adapted to move axially with respect to one aiaaavs of said shafts when the load upon the driven shaft exceeds a predetermined amount, resilient means opposing axial movement of said collar, and linkage interconnecting said collar and said means responsive to the speed of rotation of the driving shaft adapted, upon axial movement of said collar to actuate said means in a direction tending to increase said ratio. 6. In combination with variable speed reduction apparatus, driving and driven shafts, a variable eccentric member adapted to be rotated when said driving shaft rotates, means for adjusting said member from a position concentric with.

. ing said variable eccentric member whereby the eccentricity thereof is the resultant of the effect produced by said centrifugal means and axial movement of said collar. k

7. In combination, a driving shaft, a driven shaft, a member adapted to rotate with one of said shafts and to be moved lengthwise thereof within a limited path oftravel, means including said member adapted to interconnect the driving and driven shafts in direct relationship when said member is at one end of its path of travel, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when said member is at another position in its path of I travel, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said member from one of its said positions to the other.

8. In combination, a driving shaft, a driven shaft, a member adapted to rotate with one of said shafts and to be moved lengthwise thereof within a limited path of travel, means including said member adapted to interconnect the driving and driven shafts in direct relationship when said member is at one end of its path of travel, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when said member is at another position in its path of travel, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said member from said second-mentioned position to said first-mentioned position as the speed of said driven shaft increases.

.9. In combination, a driving shaft, a driven shaft, a member adapted to rotate with one of said shafts and to be moved lengthwise thereof within a limited path of travel, means, including said member adapted to interconnect the driving and driven shafts in direct relationship when said member is at one end of its path of travel,

means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when said member is at another position in its path of travel, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said member from said second-mentioned position to said'first-mentioned position when the driven shaft rotates at a speed in excess of a predetermined speed.

10. In combination, a driving shaft, a driven shaft, a floating shaft adapted to move within a predetermined path of movement, means including said floating shaft adapted to interconnect the driving and driven shafts in direct driving relation when the floating shaft is in one position, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when the floating shaft is in another position, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from one of said positions to the other.

11. In combination, a driving shaft, a. driven shaft, a floating shaft adapted to movewithin a predetermined path of movement, means including said floating shaft adapted to interconnect the driving and driven shafts in direct driving relation when the floating shaft is in one position, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when the floating-shaft is in another position, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from said second-mentioned position to said first-mentioned position as the speed of said driven shaft increases.

12. In combination, a driving shaft, a driven shaft, a floating shaft adapted to move within a predeterminedv path of movement,- means including said floating shaft adapted to interconnect the driving and driven shaft in direct driving relation when the floating shaft is in one position, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when the floating shaft is in another position, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from said second-mentioned position to said first-mentioned position when the speed of said driven shaft has increased above a predetermined speed.

13. In combination, a driving shaft, a driven shaft, a floating shaft secured for rotation with one of said shafts and adapted to move relative to both of said shafts within a limited path of travel, means including said floating shaft adapted to'interconnect the driving and driven shafts in direct driving relation when the floating shaft is in one position, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when the floating shaft is in another position, and centrifugal means responsive to the speed'of rotation of the drivenshaft for moving said floating shaft fromone of said positions to the other.

14. In combination, a driving shaft, a driven shaft, a floating shaft secured for rotation with one of said shafts and adapted to move relative to both of said shafts within a limited path of travel, meansincluding said floating shaft adapted to interconnect the driving and driven shafts in direct driving relation when the floating shaft is in one position, means comprising an infinitely variable speed, reducer adapted to interconnect the driving and-driven shafts in. speed reduction relation when the floating shaft is in another position, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from said second-mentioned position to said first-mentioned position as the speed of said driven shaft increases.

15. In combination, a driving shaft, a driven variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when the floating shaft is in another position, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from said second-mentioned position to said first-mentioned position when the speed of said driven shaft has increased above a predetermined speed.

16. In combination, a driving shaft, a driven shaft, a floating shaft secured for rotation with one of said shafts and adapted to move relative to both of said shafts within a limited path of travel, a friction clutch interposed between said driving shaft and said floating shaft and adapted to secure said shafts for rotation together at the same speed when said floating shaft has moved to one position, an infinitely variable speed reduction power transmitting means adapted to be interposed between the driving and driven shafts when said floating shaft has moved to another position, and centrifugalmeans responsive to the speed of rotation of the driven shaft for moving said floating shaft from said second-mentioned position to said first-mentioned position as the speed of said driven shaft increases.

17. 'In combination, a driving shaft, a driven shaft, a floating shaft secured for rotation with one of said shafts and adapted to move relative to both of said shafts within a limited path of travel, a friction clutch interposed between ,said driving shaft and said floating shaft and adapted to secure said shafts for rotation together at the same speed when said floating shaft has moved to one position, an infinitely variable speed reduction power transmitting means adapted to be interposed between the driving and driven shafts when said floating shaft has moved to another position, and centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from said secondmentioned position to said first-mentioned position when the speed of said driven shaft has increased above a predetermined speed.

18. In combination, driving and driven shafts,

a member adapted to rotate with one of said shafts and to be moved lengthwise thereof within a limited path of travel, means including said member adapted to interconnect the driving and \driven shafts in direct relationship when said member is at one end of its path of travel, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction. relation when said member is at another position in its path of travel, centrifugal means responsive to rotation of the driven shaft at a speed in excess of a predetermined speed tending to move said member from its second-mentioned position towards its first-mentioned position, and manual means for selectively opposing said movement whereby said driving and driven shafts may be selectively maintained in speed reduction relationship while the driven shaft rotates at a speed in excess of said predetermined speed.

19. In combination, a driving shaft, a driven shaft, a floating shaft secured for rotation with one of said shafts and adapted to move relative to both of said shafts within a limited path of travel, means including said floating shaft adapted to interconnect the driving and driven shafts in direct driving relation when the floating shaft is in one position, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when the floating shaft is in another position, centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from said second-mentioned position to said first-mentioned position as the speed of said driven shaft increases and manual means for opposing said movement of said floating shaft whereby said driving and driven shafts may be selectively maintained in speed reduction relationship while the speed of said driven shaft increases.

20. In combination, a driving shaft, a driven shaft, a floating shaft secured for rotation with one of said shafts and adapted to move relative to both of said shafts within a limited path of travel, means including said floating shaft adapted to interconnect the driving and driven shafts in direct driving relation when the floating shaft is in one position, means comprising an infinitely variable speed reducer adapted to interconnect the driving and driven shafts in speed reduction relation when the floating shaft is in another position, centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from said second-mentioned position to said first-mentioned position when the speed of said driven shaft has increased above a predetermined speed and manual means for opposing said movement of said floating shaft whereby said driving and driven shafts may be selectively maintained in speed reduction relationship while the driven shaft rotates at a speed in excess of said predetermined speed.

21. In combination, a driving shaft, a driven shaft, a floating shaft secured for rotation with one of said shafts and adapted to move relative to both of said shafts within a limited path of travel, a friction clutch interposed between said driving shaft and said floating shaft and adapted to secure said shafts for rotation together at the same speed when said floating shaft has moved to one position, an infinitely variable speed reduction power transmitting means adapted to be interposed between the driving and driven shafts when said floating shaft has moved to another position, centrifugal means responsive to the speed of rotation of the driven shaft for moving said floating shaft from said secondmentioned position to said first-mentioned position when the speed of said driven shaft has increased above a predetermined speed and manual means for opposing said movement of said floatingshaft whereby said driving and driven 2,135,274 connecting said weight member and said adjusting means whereby said movement of the weight member decreases the ratio of said speed reduction, and means interposed between said weight member andthe driven shaft responsive to increase of load upon the driven shaft to oppose said movement of said Weight member.-

23. A variable speed transmission comprising in combination with driving and driven shafts, an over-running clutch adapted to be oscillated by a variable eccentric, a weight member secured for rotation with the driving shaft and adapted to move under the influence of centrifugal force away from the axis of said'shaft as the speed thereof. increases, means interconnecting said weight member and said variable eccentric whereby said movement increases the eccentricity of said variable eccentric, and means responsive to increase of load uponthe driven shaft to oppose the said movement of said weight member. I

24. A variable speedtransmission comprising, in combination with driving and driven shafts,

.an infinitely variable speed reducer including a variable eccentric adapted to be moved to varying degrees of eccentricity whereby the speed reducer is adjusted to varying ratios of speed reduction, a weight member secured for rotation with the driving shaft and interconnected with said variable eccentric for moving said eccentric toward a position of greater eccentricity as the speed of said driving shaft increases and means responsive to increase of load upon the driven shaft to oppose the said movement of said weight member.

25. In combination with a speed reduction apparatus, a driving shaft, a driven shaft, means under control of a weight adapted to be moved toward eccentric position under the influence, of centrifugal force acting upon said weight in response to increase of speed of rotation of one of said shafts and by said movement tending to decrease the ratioof speed reduction between said shafts, and means responsive to, increase of load upon the driven shaft tending to oppose said movement as the load upon said driven shaft increases above a predetermined amount.

' 26. A variable speed transmission comprising a member decreases the ratio of said speed reduction, and centrifugal means responsive to rotation of the driven shaft for disconnecting the drive through said speed reducer when the speed.

of rotation of the driven shaft exceeds a predetermined speed.

27. A variable speed transmission comprising, in combination,'a drive shaft, a driven shaft, an over-running 'oscillatory clutch adapted to' be connected in driving relation with the driven shaft, means associated with the driving shaft for oscillating said clutch adapted to be rotated when said driving shaft rotates and to be moved toward a position of greater eccentricity with respect to said driving shaft whereby the amplitude of oscillation of said clutch is increased, centrifugal means responsive to rotation of the driving shaft to move said member toward a position of greater eccentricity as the speed of said driving shaft increases, and centrifugal means responsive to rotation of the driven shaft for disconnecting the drive through apparatus, a driving shaft, a driven shaft, meansv including a member under controlof a weight adapted to'be moved under the influence of centrifugal force acting upon said weight in response to increase of speed of rotation of the driving shaft and by said movement tending to decrease the ratio of speed reduction between said shafts, and means responsive to increase of load upon the driven shaft tending at any speed of rotation of the driving shaft to oppose said movementwhen the load upon said driven shaft has increased above a. predetermined amount.

29. In a device for transmitting power, in combination, driving, intermediate and driven shafts, speed reduction apparatus interposed between the driving shaft and said intermediate shaft, means responsive to the speed of rotation of said driving shaft for changing the ratio of speed reduction and adapted to bring about a decrease in said ratio as the speed of said driving shaft increases, a collar secured for rotation with the intermediate and the driven shafts and adapted to move axially with respect to one of said shafts and angularly with respect to the radius of the other when the load upon the driven shaft exceeds a predetermined amount, resilient means opposing said movement of. said collar, and linkage interconnecting said collar and said means responsive to the speed of rotation of the driving shaft adapted, upon said movement of said collar, to actuate said means in a direction tending 

